NOVEMBER 22,
1934.
FLIGHT.
•SSSon. This year, certainly, it is not
disappointing. Examples are exhibited
of the geared and supercharged " X "
- and " Y " engines with extraordinarily
low power/weight ratios obtained
through the use of light alloys and
through the subtle detail design work of
M. Birkigt."
Actually, the engines shown are the
12 Xbrs giving 690 h.p. at 14,750ft.,
and the 12 Ydrs which is normally rated
at 860 h.p. at 13,120ft. They weigh but
814 Ib. and 1,001 lb. respective!y. One is
impressed by the number of European
aircraft, both military and civil, fitted
with these excellent power plants. For
sheer performance they possess numerous
recommendations. Radiator size, however, appears to l>e something of a bugbear despite the use of ethyl-glycol. The
two Mureaux machines fitted with " X "
and " Y " type engines both use nosetype radiators, and the new Dewoitine
single-peater fighter with a " Y " engine,
as well as various other Continental
machines using this power plant, employ
abdominal radiators in a variety of
shapes.
volving in opposite directions, thus cancelling-out torque reaction.
Isotta Fraschini are showing the
Asso 200, Asso Chasse, Asso 750 RC,
and Asso Xl RC engines. The Asso
Chasse is a " V " type 12-cylinder
engine, and gives 480 h.p. at 2,550 r.p.ni.,
but " \V " arrangement is used for the
cylinders of the 750 RC which delivers,
at maximum r.p.m., 950 h.p. at
13,120ft. In the Asso Xi RC " V " arrangement is employed for the twelve
cylinders.
This engine gives a maximum of 850 h'.p. at,14,706ft,, and the
same power is available for take-off.
The weight is 1,212'1b.
One large Russian wat^F-cooled engine
is exhibited, this beinflMKe M.34 RN
geared and supercharged type. It has
its twelve cylinders arranged in " V "
form, and develops 750 h.p. at normal
r.p.ni. at 13,760ft. and 850 at maximum speed at the same altitude.
Compression'lgnition
Engines
compression-ignition types
FEWare new
exhibited, and it would .seem
Popular Vee Types
Perhaps the most notable features of
these Hispano types are their nitrided
cylinders, crank cases of special light
sHov claimed to be practically incorrodible, and Elektron superchargers.
These engines can be supplied to accommodate a canon which fires through
the airscrew shaft, or with variable-pitch
airscrew built by Hispano-Suiza under
licence from the Hamilton Company.
High-powered liquid-cooled engines
are, of course, a speciality of the Lorraine Co. Three examples are being
shown, these being the 700 h.p. "Petrel," the 1,000 h.p. "Orion," and the
i,]oo "Eider." The former engine has
_
adopted as a standard type by the
French Government and by various air
services, and can be supplied supercharged with or without reduction gear.
Incidentally, the Japanese Government
has bought the licence for this engine.
It is a twelve-cylinder 6o° V type with
a bore and stroke of 145 mm. and a
compression ratio of 6 : 1 .
The fully supercharged " fighter "-type
" Petrel " gives 775 h.p. at 2,800 r.p.m.
and neighs, without accessories, 1,015 lb.
In the "Orion" type the cylinders are
arranged in " W " form, the bore being
125 mm. and stroke 180 mm. At its
rated altitude of 4,920ft. the power is
1,050 h.p. at 2,150 r.p.m. In the
1,100 h.p. " E i d e r " the cylinders are
arranged in Vee form and have a bore
and stroke of 170 mm. At 11,480ft. the
power is 1,050 h.p. at 2,400 r.p.m. This
engine is being installed in several military prototype aircraft, and especially in
" multiplace de combat" machines.
Compared with the number of exhibits
bv the Renault Co., there are few of its
v,mer-cooled products shown. One of
Jhese, the 12 Drs geared 12-cylinder
I'V " type, has a bore of 130 mm. and
• stroke of 170 mm., and, although
rated at 510 h.p., delivers a maximum
po«pr of 840 h.p. at 2,280 r.p.m.
Viflen supercharged, this engine delivers
its rated power at 14,150ft. Besides this
engine there are two 500 h.p. watercooled " V " types, one geared and the
otht-r direct drive.
One of the most interesting watercooled types in the Show is the Far-
1253
A view from the supercharger
end of the Rolls-Royce " Kestrel "
VI of 600 h.p.
man 600 ii.p. j2-cylinder inverted
" W " type 12 W'irs geared and supercharged engine.
Its 'bore and stroke
are 135 mm. and 140 mm. respectively.
The supercharger of this engine maintains ground level power up to 22,960ft.,
and at ground level the maximum output
is 710 h.p. We understand that this
engine has also been fitted with a twospeed supercharger, the first stage of
which ensures delivery of rated power
up to 6,560ft., the second stage operating up to 16,700ft. Of equal interest is
the Farman Crs 12-cylinder inverted
6o° " V " type geared and supercharged
engine giving 400 h.p. at 19,680ft. This
is similar to the Farman developed for
the 1933 Coupe Deutsch contest.
A Record'Breaker
Fiat and Isotta Fraschini types represent Italian water-cooled engine construction. The Fiat A.33 is geared and
supercharged and designed for use in
military aircraft. It gives 700 h.p. at
2,600 r.p.m. at 11,480ft., and is a typical Fiat water-cooled type. One Fiat
product, however, is attracting more
admirers than any engine in the show,
and no wonder, for it is the great
"two-in-one" racing type engine as
fitted to the Macchi seaplane which
holds the world's speed record. Various
rumours have been in circulation regarding the power of this engine, but
according to the manufacturers it gives
2,900 h.p. at 3,300 r.p.m. and weighs
2,050 lb. As is by now generally known,
this engine employs two groups of
cylinders each with its own crankshaft,
but employing a common crank case.
The crankshafts rotate in opposite
directions, and are coupled by spur gear
reduction units which drive two airscrew shafts. One of these shafts operates within the other, which is made
hollow for the purpose, and the two airscrews 'un close together in tandem re>_
that, apart from Germany, these engines
have Diet with no vcrv great success on
the Continent. Junkers type engines
are exhibited on the stands of Deutsches
Reiclisverbaud, Compagnie Lilloise de
Moteurs and Napier. 1 hese engines are
of the " J u m o " 4 and 5 types. Napiers
are showing the "Culverin," which is
similar to the " J u m o " 4, and is rated
at 720 h.p. It is generally known by
now that this engine is a two-stroke type
with two opposed pistons inyssach of its
six vertical cylinders. Fuel is delivered
to each cylinder by way of four nozzles
by two injection pumps operated by
camshafts running at engine speed.
Without airscrew hub the engine weighs
approximately 1,785 ll>., which must be
regarded as very creditable for a compression-ignition engine of this power.
The Compagnie Lilloise builds a version
of the " J u m o " 5 equipped with a
Rateau two-speed centrifugal blower,
giving 480 h.p. at 13,120ft. The engine
weighs rather over 1,100 lb. Junkers are
showing an example of the " J u m o " 5.
It is understood that a " J u m o " engii>«_
has been flown by Luft Hansa over a
period of several months, and has maintained a fuel consumption of between
160 and 170 grammes per h.p., a figure
guaranteed by the manufacturers.
Most novel of the diesels shown, however, is the Salmson S.H.18, constructed
under a Szydlowski licence. It is a
water-cooled two-stroke radial, stated by
the manufacturers to have nine cylinders, though actually it has eighteen,
arranged in pairs in a fashion similar to
those of the Salmson 8Abs air-cooled
radial. Nine pumps supply the fuel—
ordinary heavy oil—each pump feeding
two injectors.
A high-speed centrifugal-type blower
running at 13,500 r.p.m. is fitted,
and, complete with accessories, the
engine weighs 1,255 lb. At 1,600
r.p.m. the normal power is 600 h.p.
Another interesting dieseJ radial exhibited is the Clerget* shown on the
stand of the French Air Ministry. This
engine gives 500 h.p., and it is a fourteen-cyliuder double-row type known as
the 14 F.25 It is said that the weight
is in the region of 1,200 lb., an$J_* '*-•—
amo-int / • development •• <£-.,